Two-cycle internal-combustion engine.



SYLVESTER CHARLES, OF SAN JOSE, CALIFORNIA.

TWO-CYCLE IN TERN AL-COMB US TION ENGINE.

Application filed October 7. 1915.

To all whom t lmay concern.'

Be it known that I, SrLvi:s'ri:n citizen of the United States, residing at San Jose, in the county of Santa Clara and State ol' ('alifornia, have invented certain new' and CnAnLEs, a

Auseful Improvements in Two-Cycle .Internal- (ombustion Engines; and I do declare the following' to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in internal combustion e gines and primarily to those of the two-cycle type.

rlhe object of the invention is to improve upon the general construction of engines of the class specified to such an extent as to provide a machine which, although being simple and comparatively inexpensive, will possess a number of advantageous characteristics.

With this general object in View, the invention resides in certain novel features of of parts to be hereinafter fully described and claimed, the descriptive matter being supplemented by the accompanying drawings Whereinrv Figure .1 is a vertical transverse section of an engine constructed in accordance with my invention showing the positions of parts at the completion of a working stroke thereof;

Fig. 2 is a vertical longitudinal section disclosing the relative location of parts immediately preceding ignition; and

Fig. 3 is an end View of the cylinder with the head thereof removed.

In these drawings which constitute a part of this application similar reference characters designate corresponding parts throughout the several views, the numeral l having reference to the cylinder of the engine which is shown as disposed vertically and supported by an appropriate type of crank case 2, in which is rotatably mounted a power shaft 3 having a pair of cranks 4 extending to one side of its-center and an additional crank 5 projecting approximately opposite direction but slightly offset in order that all cranks may not be positioned on dead center at the same time.

he upper end of the cylinder 1 is provided with an annular groove 6 which registers with a similar groove 7 in a cylinder Specification of'Letters Patent.

and in the unique combinations slightly below its upper in a diametrically .rods 24 lead to Patented Feb. 13, 1917. serial No. 54,623.

head S, an annu f r fuel heating chamber 9 preferably enlarged at an appropriate point as disclosed at 10, at which point the fuel supply tube 11 from the carburetor (not shown) discharges into said chamber. The usual type of spring closed intake valve 12 normally obstructs of ports 13, while leading from said channel ports 14, munication with the interior of thecylinder, but being in constant unobstructed communication with an annular series of upright bypasses l5 which deliverinto said y points spaced beneath the ports 14. This arrangement of parts is essential for a reason to .be obvious as the description Surrounding the lower end of the cylinder l and preferably cast integrally therewith, is an exhaust manifold 16 into which an annular series 'of exhaust ports 17 discharges from the cylinder. Preferably, a fuel supply pipe 18 which leads from the carbureter or mixing'valve to the tube 1l is disposed in the manifold 1G directly opposite the ports 17. By this means, the fuel passing through the aforesaid pipe will be effectively heated and rendered highly volatile. It is to be observed that by relating the pipe `18 with the ports 17 in the manner specified, said pipe will be heated uniformly throughout its length thus increasing its efficiency.

Slidably mounted in the cylinder l is a tubular piston 19 having a head 2O spaced end, While immediately below said head the piston is provided with an annular series of intake ports 21 adapted to register at predetermined intervals with the by-passes l5. A similar series the cranks 4, While leading from the opposed crank 5 is an additional said head having in its edge portion la connecting rod 25 whose lupper end carries l 1t isv to be observed that the spark plug a common type of piston 26 disposed slid- 27 is only exposed when the charge of mixably in the tubular piston 19. By so conture is to be ignited, this being a rather necting the twopistons 19 and 26 with the salient feature, since by this provision, the 5 .cranks 4 and 5, saidpistons will reciprocate plug is'prevented from carbonizing as often simultaneously but ini opposite directions occurs when it is exposed at all times to whereby they may receive and compress the explosions within the cylinder. therebetween the explosive fuel mixture. Due to therelation of the -fuel supply The admission f the fuel is effected as folpipe 18 and the exhaust ports 17 and due lo lows: also to the chamber 9 and channel formed The engine: is cranked in the usual manby grooves 6 and 7, crude.,e oil may be efner, thus causing the vdownward stroke of eotivelyused as a fuel since it will be the piston 19 to create a partial vacuum in rendered highly volatile, but in view of the cylinder 1 above the piston head 20, the fact that considerable residue will settle such vacuum now causing fuel to be drawn from such oil upon the piston head 20, it is from the tube 1i into the annular chamber highly expedient to provide means whereby 9, and from this chamber through the' ports such residue may be blown out when4 neces- 13 and 14 into the upper end of the cylin- Sary. To this end, the central portion of der. When this takes place, the tw piston the cylinder head 8 is formed-with a cavity 20 'heads are spaced in close proximity, but 29 WlIOSe bottom S equipped Wit-l1 a ,Valve upon further rotation of the crank shaft, Seat 30, While its top is formed with a pluthe piston 19 moves upwardly while 26 rality of outlet ports 31 and with a central travels downwardly, the upward movement. opening with which a guide 32 is threaded. of said piston 19 causing its head 20 to `be guide 32 receivesV therein the upright compress the charge of explosive mixture Stem 33 of an appropriate valve 34 normally against the cylinder head 8. By the time bearing on .the seat 30 and held in this the charge has been sufliciently compressed, positionagainstcompression in the cylinder the intake ports 21 aline with the "lower by a coiled spring 35 of' suitable strength.

ends of the by-passes 15, whereupon the Under normal conditions, the guide 32 is Charge is forced mt@ the tubular piston 19 held against movement to retain the valve between its head and the head 0f the piston 34: Seated, by 3, lOCk 1111i? 36, but When IGS-l- 26, AS cranking 1S Continued the heads of due from the fuel accumulates upon the pisthetwo pistons move toward each other and t0n head 20, l00sening of the nut 36 will compress the charge therebetween, upon teralloW the guide 32 to be so rota-ted as to 35 mination of which action, one of the intake relieve tension on the spring 85. This opports 21 is positioned directly opposite. the eratlon Will allow air compressed yby the spark plug or the like 27 carried by the Upward movement of the piston 19l to be cylinder 1. The timing mechanism (not blown. from the cylinder, such air carrying shown) now causes the plug to create a. with it the residue and thus effecting the spark thereby igniting the charge of Comcleaning operation in a reliable manner.

pressed fuel between the two piston heads Obviously, the engine must be cranked by withv the result that such heads are driven hand to force air from the upper end of from each other and the engine travels unthe cylinder in the manner just set forth, der its own power. or if desired, the valve 34 and the guide 32 4,5 The exhaust ports 22 aline with the ports may be removed thus giving access into the 17 at the end of each working stroke of cylinder for cleaning by any other prethe engine substantially at the same time ferred method.

at which the ports 21 register with the by- An engine constructed as above described passes 15. By so doing, the incoming will possess al number of advantageous charcharge forces the burnt gas from the inteacteristics among the most important of rior of the engine in the manner well known which are the following:

to those fami iar with the operation of two- Excessive lateral thrust upon the bearcycle engines. The scavenging of the cylinings of the power shaft is prevented since der, however, and the filling thereof with the impulse of the explosions in the engine a fresh chargeiof fuel, 'is facilitated by the is equalized upon said shaft; vibration is specific arrangement of the ports 21 and practically eliminated; the incoming gases 22, since lthis relation causes the incoming are more readily admitted and the burnt charge to be quickly distributed in the upgases more easily discharged than with a per end of the 'piston 19, thereby forcing number of other types of engines; the spark so the burnt gases bodily downward and explug -27 is normally protected against car-Y pelling them through the ports 22. After bon and the like, and the fuel is rendered the -new charge has beenadmitted, the inovolatile to a greater ldegree than by other mentum imparted to the usual fly wheel v28 devices now used for this purpose.

causes the engine to remain in motion until In the drawings, certain` specific details 55 such charge is again compressed and fired. of construction have been shown for accomplishing probably the best results, but obthe aforesaid-channel, the body of the cylinviously numerous changes may be made der being provided with a series of circumwithin the scope of the appended claims. ferentially spaced exhaust ports spaced from claim: the by-passes, a tubular piston slidable in l. In an internal combustion engine, athe 'cylinder and having a closed inner end pair of oppositely moving pistons between formed with a series of circumferentially winch the explosive mixture is compressed spaced intake ports for registration with the axis and formed with an annular groove, t e cylinder, a second piston movable in the said cylinder also having a number of cirtubular piston, a crank shaft having opposed cumferentially spaced intake ports leading cranks, and connecting rods connectlng said from said groove, and a cylinder head seopposed cranks with the two pistons.

cured in contact with said end of the cylin- 3. In an internal combustion engine, a der and having an annular groove registercylinder, a tubular piston therein adapted ing with the aforesaid groove and forming to draw explosive mixture into said cylinder therewith a fuel heating channel, said head and force it into its own interior, a second also having an annular fuel heating reserpiston operable in said tubularvpiston for n an internal combust1on engine, a a central opening and having a valve seat in cylinder having an open end disposed in its inner side communicating with the inte-V a plane at right angles to its axis, said end rior of the cylinder, a bushing threaded in being formed with an` annular groove, inthe aforesaid opening, an outwardly openta e ports 'leading from said groove into the ing valve normally closing the aforesaid cylinder, unobstructed bypasses leading valve seat and having a stem slidable in the from said ports and discharging into the bushing, and a coil spring interposed becylinder at points .spaced therefrom a cyltween the latter and said valve, substantially said end of the cylinder and having an an- In testimony whereof I have hereunto 'set nular groove registering with the aforesaid my hand in presence of two subscribing witgroove and forming therewith a fuel heatnesses.

ing channel, said head also .having an annu- SYLVESTER CHARLES. lar fuel heating reservoir with a valved in- Witnesses: let, and a plurality of circumferentially D, D. TENNYsoN,

spaced ports leading from said reservoir into L. A. TUTH. 

